Heli 'collides with gas rig' 11-Mar-08
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If anyone's interested, the 1991 'Brent spa' accident report is here
http://www.aaib.dft.gov.uk/cms_resou...1%20G-BEWL.pdf
I don't fly offshore, but found it quite interesting reading.
http://www.aaib.dft.gov.uk/cms_resou...1%20G-BEWL.pdf
I don't fly offshore, but found it quite interesting reading.
Nice to see things degenerating in the usual manner!
I think one or two of us here were trying to politely point out that sticking your tail into a crane whilst landing, is not something to be taken lightly. It is only the fact that people are so adament that it's a non-event that has prolonged the thread. Reference to the Spar was to try and educate those who were ignorant of the event, or remind those with short memories, of what the true potential of this incident was. Looking at the witness marks in the fenestron shroud just highlights how close to a different outcome this latest incident was.
Let's wait and see if the AAIB feel there are parallels to be drawn.
I think one or two of us here were trying to politely point out that sticking your tail into a crane whilst landing, is not something to be taken lightly. It is only the fact that people are so adament that it's a non-event that has prolonged the thread. Reference to the Spar was to try and educate those who were ignorant of the event, or remind those with short memories, of what the true potential of this incident was. Looking at the witness marks in the fenestron shroud just highlights how close to a different outcome this latest incident was.
Let's wait and see if the AAIB feel there are parallels to be drawn.
OK....time for a question for the odd few that see this as no big deal.
Having looked at the score marks made by the fenstron blades....what would it take for you to accept the proposition that this is in fact a very big deal although with a favorable outcome?
Can anyone fail to see just how close this came to being a situation very likely to have resulted in serious injuries and/death?
The thought of suddenly losing torque control at a time one is pulling a lot of power in the final stage of landing....scares me. If you have ever ridden out one of those events one remains converted to avoiding that however possible.
If I had been the handling pilot when this had happened....I would consider myself one very lucky guy to have it turn out the way it did.
212man sees it right.
Having looked at the score marks made by the fenstron blades....what would it take for you to accept the proposition that this is in fact a very big deal although with a favorable outcome?
Can anyone fail to see just how close this came to being a situation very likely to have resulted in serious injuries and/death?
The thought of suddenly losing torque control at a time one is pulling a lot of power in the final stage of landing....scares me. If you have ever ridden out one of those events one remains converted to avoiding that however possible.
If I had been the handling pilot when this had happened....I would consider myself one very lucky guy to have it turn out the way it did.
212man sees it right.
Davy07, me boy. Don't you know that in the internet world anything done cannot be undone? Here's your pictures back.
In what twisted world does a pilot fear getting sacked from posting pictures, but doing millions of dollars damage and putting his crew and passenger lives at risk has no consequence at all?
In what twisted world does a pilot fear getting sacked from posting pictures, but doing millions of dollars damage and putting his crew and passenger lives at risk has no consequence at all?
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As I said before......
Words Fail Me.......
Thanks for the pics Malabo. It certainly shows just what a non-event it was!!
As 212 and various others have said, particularly JimL, to pass this one over as a narrow escape etc, is wasting very good learning points that should fall out of the incident investigation. No apportionment of blame, just simple facts and how to avoid getting into the situation in the future.
OK, so words didn't fail me, but the sentiment still goes........
Thanks for the pics Malabo. It certainly shows just what a non-event it was!!
As 212 and various others have said, particularly JimL, to pass this one over as a narrow escape etc, is wasting very good learning points that should fall out of the incident investigation. No apportionment of blame, just simple facts and how to avoid getting into the situation in the future.
OK, so words didn't fail me, but the sentiment still goes........
Malabo..
The engineer who took the photos i had posted asked me to kindly remove them which i done for him.. The two shots you have showing are different from the ones i linked from another forum!
Dave
The engineer who took the photos i had posted asked me to kindly remove them which i done for him.. The two shots you have showing are different from the ones i linked from another forum!
Dave
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In Nov 1980 a newly transferred pilot from 76s managed to cut half way through the hand rail on the Sedco 707's drill tower with a 61 tail rotor; classically he had forgotten he was flying a larger aircraft and used the 76 landing circle. The only indication of damage was a high frequency buzz through the yaw pedals.
I went out the next day and managed to put a 61 on the extended keyhole deck of the rig, rather than winch the engineers and replacement crew down. The damage to the hand rail was amazing, the tail rotor blades had lost a few inches.
Above the noise of the aircraft I had a fascinating 'discussion' with the pilot concerned explaining how he was returning in the cabin with me and not, definitely not, returning in the aircraft he had just maimed.
I went out the next day and managed to put a 61 on the extended keyhole deck of the rig, rather than winch the engineers and replacement crew down. The damage to the hand rail was amazing, the tail rotor blades had lost a few inches.
Above the noise of the aircraft I had a fascinating 'discussion' with the pilot concerned explaining how he was returning in the cabin with me and not, definitely not, returning in the aircraft he had just maimed.
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Apologies
I am the guywho posted the pictures in the HC forum, & I have posted to offer my profuse apologies for doing so.
I had thought that as the accident had already been in the public domain (news and press), that it was ok..very wrong. However, by the time I had removed the photos from the other thread, they had already been posted here.
I had also posted what I had thought to be some light hearted comments which, on re reading my thread, in the cold light of day were not so.
I had allowed my own frustrations to cloud my judgment in doing so, & I profusely apologise to all those I have offended..not least the two crew involved, and SM for using his photos without thinking to ask.
I had thought that as the accident had already been in the public domain (news and press), that it was ok..very wrong. However, by the time I had removed the photos from the other thread, they had already been posted here.
I had also posted what I had thought to be some light hearted comments which, on re reading my thread, in the cold light of day were not so.
I had allowed my own frustrations to cloud my judgment in doing so, & I profusely apologise to all those I have offended..not least the two crew involved, and SM for using his photos without thinking to ask.
Last edited by VCO; 19th Mar 2008 at 19:20.
VCO,
Welcome to the forum. With you post count at exactly "1", tis easy to see you are new here.
The photo's and discussion they provoked have served a good purpose and perhaps that will help to soothe the wounds.
The very best thing that can result from an event such as what provoked the discussion is just that....healthy discussion about what happened and how best to ensure, if possible, that it not happen to those of us who learn from other's mistakes.
I also hope you understand that you are not the only one that has ever put in print what in retrospect might have been said most any other way than as submitted. We seem to take turns at that so please don't feel unique.
Welcome to the forum. With you post count at exactly "1", tis easy to see you are new here.
The photo's and discussion they provoked have served a good purpose and perhaps that will help to soothe the wounds.
The very best thing that can result from an event such as what provoked the discussion is just that....healthy discussion about what happened and how best to ensure, if possible, that it not happen to those of us who learn from other's mistakes.
I also hope you understand that you are not the only one that has ever put in print what in retrospect might have been said most any other way than as submitted. We seem to take turns at that so please don't feel unique.
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Steve mc stated, “there was a scrape of a tail fairing, 2 feet clear of the enclosed fenestron. Absolutely no danger to anyone on board. Also, it happened, at the maximum, 3 seconds prior to an uneventful landing!”
also
Helimutt says, “the photos are "boring".
I have now seen the photographs and have to make the following observation. With the amount of denting and distortion of this area of the tail section, it would have to have been a very significant ‘knock’.
I state this, because if anyone is fully aware as to the internal method of construction of this area of the tail section, with the numerous ribs, strings, formers and doubler plates within this complex shaped structure, it would have had to have been a substantial clout.
I sincerely hope that neither of the above posters were either directly or for that matter indirectly associated with this incidence, because their comments would indicate that they do not appreciate the significance of the damage and their ‘lightening’ of this matter is grossly worrying.
I witnessed a similar previous incident on a SA365N (before they changed the designation to AS365N) with if anything less visual damage. This had been caused by a ground handling incident. After a full rigging check indicated more distortion than at first appeared, the manufacturer then became involved. Their on-site investigation determined significant internal damage and required the whole tail boom assembly to be removed and returned to the factory for further testing and repair. The investigation also showed creasing towards the main body of the fuselage, where the tail boom assembly is attached. This area also required some significant repairing.
If one considers the length of the tail boom and the physical strength of the tip of this structure, any damage as shown by the photograph, shows that a tremendous lateral load must have been placed on the whole tail boom assembly.
As decufault posted above,
“Looking at the photos..brown pants and very very lucky.. A bit more than just a scrape...”
VB
also
Helimutt says, “the photos are "boring".
I have now seen the photographs and have to make the following observation. With the amount of denting and distortion of this area of the tail section, it would have to have been a very significant ‘knock’.
I state this, because if anyone is fully aware as to the internal method of construction of this area of the tail section, with the numerous ribs, strings, formers and doubler plates within this complex shaped structure, it would have had to have been a substantial clout.
I sincerely hope that neither of the above posters were either directly or for that matter indirectly associated with this incidence, because their comments would indicate that they do not appreciate the significance of the damage and their ‘lightening’ of this matter is grossly worrying.
I witnessed a similar previous incident on a SA365N (before they changed the designation to AS365N) with if anything less visual damage. This had been caused by a ground handling incident. After a full rigging check indicated more distortion than at first appeared, the manufacturer then became involved. Their on-site investigation determined significant internal damage and required the whole tail boom assembly to be removed and returned to the factory for further testing and repair. The investigation also showed creasing towards the main body of the fuselage, where the tail boom assembly is attached. This area also required some significant repairing.
If one considers the length of the tail boom and the physical strength of the tip of this structure, any damage as shown by the photograph, shows that a tremendous lateral load must have been placed on the whole tail boom assembly.
As decufault posted above,
“Looking at the photos..brown pants and very very lucky.. A bit more than just a scrape...”
VB
x-ray delta...
When I was young and foolish and carried my balls around in a wheel barrow,(circa 1986) I had several goes at trying to write old XD off..
God she's one tough old bird.......... but nice try fellas
God she's one tough old bird.......... but nice try fellas
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As stevemc stated here, “it is only a little scrape of paint on a fairing”, and Helimutt says “the photos are "boring"…..
I have to therefore assume that the helicopter must by now be back flying ……
Is this the case? Or how long will it be before it is?
VB
I have to therefore assume that the helicopter must by now be back flying ……
Is this the case? Or how long will it be before it is?
VB
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helimutt
Your original posting stated
“the photos are "boring””
You are now posting
“OK, so the photos were nothing like seeing the a/c up close and personal.”
If the photographs were boring . . . . and nothing like seeing the a/c up close and personal . . . . having seen the photographs as posted, I tread to imagine how much worse the actual helicopter is!
When is it going to be back flying?
VB
Your original posting stated
“the photos are "boring””
You are now posting
“OK, so the photos were nothing like seeing the a/c up close and personal.”
If the photographs were boring . . . . and nothing like seeing the a/c up close and personal . . . . having seen the photographs as posted, I tread to imagine how much worse the actual helicopter is!
When is it going to be back flying?
VB
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The rumor say 6 months.
Well the fan was disaligned at the impact, so all of the blades will have to be replaced, the whole fenestron gearbox checked, repaired, or replaced, the duct will have to be replaced, so is the whole skin. Than the drive train, whole tail section checked for cracks, bends, material strains. Don't know where the tail fan drive train goes in the EC155, so that parts will have to be checked also.
Too cut it short - the while tail will have to striped down, checked and every component repaired/replaced. The whole thing is very serious - many fast-spinning, precise-machined, very important parts out there
Well the fan was disaligned at the impact, so all of the blades will have to be replaced, the whole fenestron gearbox checked, repaired, or replaced, the duct will have to be replaced, so is the whole skin. Than the drive train, whole tail section checked for cracks, bends, material strains. Don't know where the tail fan drive train goes in the EC155, so that parts will have to be checked also.
Too cut it short - the while tail will have to striped down, checked and every component repaired/replaced. The whole thing is very serious - many fast-spinning, precise-machined, very important parts out there